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I'm a huge fan of MegaSquirt with the Ford and GM sensors. You can get the parts anywhere, you put it together to so you know it well and you can tune it yourself. There is also a world wide forum of people using it so you can tips and trick and even download tunes. I plan to add a blower and see how far I can take the stock 289 engine using MS as the ECU.

Out of idle curiosity more than anything else....do you have any links to what supports that conclusion? I've yet to see much of anything that shows any significant measured (dyno) power difference between carbs, TBI or MPI..

I've been building/using all three for almost 4 decades now; the highest HP motors I've built were carbureted...but unfortunately those do poorly on trail rigs compared to any EFI option.

Multi port fuel injection can be set up sequentially, meaning the only ECU has the injector squirt fuel in very close to the head intake runner on the downstroke before compression on an individual cylinder basis, not as a batch at the throttle body like TBA. This saves fuel.

Most of the performance information has been gathered through calling up the EFI engineers at Holley and Edelbrock. The Motec headquarters is by my house, so I stopped in to talk to them even though their stuff is like $6-10k serious racing stuff. The guy couldn't have been nicer... spent like an hour talking to me. Everybody said the same thing; the injectors are closer to the cylinder, so the atomization and density of the fuel is better than TBI. You can even go farther and individually tune each injector for each runner flow characteristic using exhaust gas temp (egt) and individual wide band O2 sensors on each header exhaust port.

I'm in the midst of going to a Holley HP efi from my old Edelbrock Proflo, so I've been obsessively researching.